Methods for wireless communication with vehicles adapted to be at least partially powered by a human

ABSTRACT

Methods for wirelessly communicating with vehicle adapted to be at least partially powered by a human are disclosed. An example method may include transmitting data from a device remote from the vehicle and configured to communicate with the vehicle, receiving the data at the vehicle, and configuring a parameter of the vehicle based on the data.

RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.15/194,397 (SUPE-0003-U01-V01-C02) filed Jun. 27, 2016.

U.S. application Ser. No. 15/194,397 (SUPE-0003-U01-V01-C02) is acontinuation of U.S. application Ser. No. 14/663,717 (SUPE-0003-U01-V01)filed Mar. 20, 2015, now U.S. Pat. No. 9,944,349.

U.S. application Ser. No. 14/663,717 is a divisional of U.S. applicationSer. No. 12/960,461 (SUPE-0003-U01) filed Dec. 3, 2010, now U.S. Pat.No. 9,027,681.

U.S. application Ser. No. 12/960,461 (SUPE-0003-U01) claims the benefitof U.S. Provisional Application No. 61/267,074 (SUPE-0002-P01), filedDec. 6, 2009 and U.S. Provisional Application No. 61/267,071(SUPE-0002-P02), filed Dec. 6, 2009, and U.S. Provisional ApplicationNo. 61/266,862 (SUPE-0001-P01), filed Dec. 4, 2009.

Each of the above applications is hereby incorporated by reference inits entirety.

TECHNICAL FIELD

The present inventive concepts generally relate to hybrid sensor-enabledelectric wheels, and more particularly, to hybrid sensor-enabled andautonomous electric wheels and associated systems, such as, energyregeneration systems, braking systems, torque sensing systems, controlunit systems, and locking and alarm systems. The present inventiveconcepts further relate to multi-hub wheel spoking systems and methodsof manufacturing and installing the same.

BACKGROUND

According to some statistics, the global annual production of bicyclesis roughly 100 million. At the present time, the industry appears to beexperiencing steady growth, fueled in part by the increasing use ofbicycles for recreation and urban transportation. In particular,electric bicycles, or e-bike usage worldwide also appears to be rapidlyescalating as urban populations assess the environmental impact offossil-fueled transportation and new regulations governing motorizedtransportation.

Conventional electric bicycles, or e-bikes, generally comprise anelectric motor and a rechargeable battery pack, and can be separatedinto two categories: pedelec bicycles and all-electric bicycles. Pedelecbicycles generally comprise an electric motor that is activated onlywhile a cyclist is pedaling, while on the other hand, all-electricbicycles can be operated solely on motorized power without pedaling.

As electric bicycle usage escalates, cyclists may wish to motorize theirexisting pedal bicycles. However, conventional electric conversion kitsfor bicycles generally comprise a large, bulky battery pack and anelectric motor that are separately mounted from one another. As such, awiring harness must be installed on the bicycle frame to provideelectrical power from the battery pack to the electric motor, as well asadditional wires for controlling the bike.

SUMMARY

Embodiments of the present application are directed in part to hybridsensor-enabled and autonomous electric wheels and associated systemsthat have diverse applications in the area of urban mobility. Inparticular, embodiments of hybrid sensor-enabled and autonomous electricwheels described herein can comprise a plurality of systems and devicesintegrated into a single compact hub unit that can be retrofitted intonumerous types of wheeled vehicles. In this manner, the wheels describedherein can be mounted to various types of bicycles or wheel vehicles ina ‘plug and play’ manner so as to turn existing conventional pedalbicycles or other wheeled vehicles into electric powered vehicleswithout a need to for additional wiring or components.

In some embodiments, the wheel can be controlled in response to a torqueapplied at the pedals of bicycle. In some embodiments, the wheel can becontrolled in response to control commands transmitted from a wirelessdevice, such as, a cellular telephone.

Embodiments of the present application are further directed totwo-wheeled bicycles comprising a preinstalled hybrid sensor-enabled andautonomous electric wheel having a plurality of systems and devicesintegrated into a single compact hub unit.

Embodiments of hybrid sensor-enabled and autonomous electric wheelsdescribed herein can comprise an electric motor, one or more batteriesor energy storing devices, a control unit and one or more optionalsensor systems, such as location sensor systems and/or environmentalsensor systems that can be integrated within a wheel hub of a hybridsensor-enabled and autonomous electric wheel.

In some embodiments, the hybrid sensor-enabled and autonomous electricwheel can be fully controlled via bicycle pedals by sensing torque thatis applied by a cyclist. For example, when a cyclist applies a positivetorque to the wheel via bicycle pedals, the hybrid sensor-enabled andautonomous electric wheel supplements the positive torque applied by thecyclist by a predetermined amount. That is, for example, an electricmotor of the wheel provides a predetermined amount of positive torque inaddition to the torque applied by the cyclist. In another example, whena cyclist applies negative torque (e.g., activates a pedal brake,back-pedals) the hybrid sensor-enabled and autonomous electric wheelsupplements the negative torque applied by the cyclist. That is, forexample, an electric motor of the wheel generates a supplementalnegative torque. In some embodiments, the energy generated by thesupplemental negative torque is transferred and/or stored in one or morebatteries or energy storing devices of the wheel.

In some embodiments, a smartphone can be configured to communicate withthe hybrid sensor-enabled and autonomous electric wheel via Bluetooth,or other wireless protocol, and can access and receive various types ofdata collected by sensors of the wheel. The smartphone can also be usedto configure the data collection processes of the wheel. For example,the smartphone can configure a control unit and sensor systems of thewheel to collect various types of environmental and location data, whichcan be accessed and retried by the smartphone.

The smartphone can also be used to control operational modes of thehybrid sensor-enabled and autonomous electric wheel. For example, acyclist can configure the wheel to operate in an energy regenerationmode or exercise mode such that an electric motor of the wheel generatesand transfers electrical energy to one or more batteries or energystoring devices of the wheel while the cyclist is pedaling. The cyclistcan further configure the magnitude of the predetermined amount ofapplied positive torque.

Embodiments of the present application are further directed to wheelspoking systems, methods of spoking wheels, and methods of manufacturingwheel spoking systems. A wheel spoking system can comprise a pluralityof wheel spokes connected between a wheel rim and a wheel hub. In oneembodiment, first and second ends of each of the plurality of wheelspokes are connected to the wheel rim, and a curved portion of each ofthe plurality of wheel spokes are connected to the wheel hub. Forexample, the curved portion of each of the plurality of wheel spokes caninterface with curved spoke pockets of the wheel hub. In otherembodiments, the curved portion of each of the plurality of wheel spokescan interface with hooks, fasteners and/or protrusions of the wheel hub.

In this manner, the systems and methods of wheel spoking describedherein removes the requirement of a spoke flange on the wheel hub, andfurther provides a seamless connected between the wheels spokes andexterior surfaces of the wheel hub. Such systems and methods can providefor faster spoking of wheels over conventional systems and methods, andallows for greater variety of forms of wheel hubs.

In one aspect, an electrically motorized, retrofittable vehicle wheel,comprises: a motorized hub unit connected to a wheel rim; and amechanical coupling mechanism constructed and arranged to secure themotorized hub unit to a non-motorized wheeled vehicle.

In some embodiments, the mechanical coupling mechanism is furtherconstructed and arranged to wirelessly secure the motorized hub unit toa non-motorized wheeled vehicle.

In some embodiments, the non-motorized wheeled vehicle comprises abicycle.

In some embodiments, the motorized hub unit comprises: an electricmotor; a control unit configured to control a drive torque of theelectric motor; and a power source electrically connected to the controlunit and the electric motor.

In some embodiments, the electric motor, the control unit and the powersource are provided within an outer casing of the motorized hub unit.

In some embodiments, the wheel further comprises a torque sensorconfigured to determine a torque applied to a sprocket of the motorizedwheel hub, wherein the control unit adjusts a drive torque of theelectric motor in response to the applied torque.

In some embodiments, the control unit adjusts a drive torque of theelectric motor in response to a command signal wirelessly received froma wireless control unit or a cell phone.

In another aspect, an electrically motorized bicycle wheel, comprises: awheel rim;

a wheel hub, including: an electric motor; a battery pack; and a controlunit configured to control a drive torque of the electric motor; and aplurality of wheel spokes connecting the wheel rim to the wheel hub,wherein the electric motor, the battery pack and the control unit arepositioned within the wheel hub.

In some embodiments, the electric motor comprises a frameless rotarymotor.

In some embodiments, the electric motor comprises a rotor and a stator.

In some embodiments, the battery pack comprises a plurality ofrechargeable battery cells.

In some embodiments, the plurality of rechargeable battery cellscomprise a plurality of lithium polymer batteries.

In some embodiments, the battery pack comprises at least twoparallel-connected sets of at least two series-connected rechargeablebatteries.

In some embodiments, the at least two parallel-connected sets of atleast two series-connected rechargeable batteries comprises threeparallel-connected sets of six series-connected rechargeable batteries.

In some embodiments, the battery pack is removable from the wheel hub.

In some embodiments, the wheel hub further includes a wheel hub gearsystem.

In some embodiments, the wheel hub gear system comprises an automaticshifting gear system.

In some embodiments, the automatic shifting gear system comprises a3-speed automatic shifting gear system.

In some embodiments, the wheel hub gear system comprises a manualshifting gear system.

In some embodiments, the wheel hub gear system is partially positionedwithin the wheel hub.

In some embodiments, the wheel hub gear system comprises at least onegear sprocket constructed and arranged to engage a bicycle chain.

In some embodiments, the bicycle chain is arranged to engage a pedalsprocket, and wherein the pedal sprocket is connected to bicycle pedals.

In some embodiments, a cyclists torque applied to the bicycle pedals istransferred to the at least one gear sprocket of the wheel hub gearsystem.

In some embodiments, the wheel hub further includes a coaster brakeconnected to the wheel hub gear system.

In some embodiments, the coaster brake is constructed and arranged to besecured to a bicycle frame.

In some embodiments, mechanical braking occurs through the coaster brakeand the inner wheel hub gear system.

In some embodiments, mechanical braking is activated in response toback-pedaling.

In some embodiments, first and second ends of each of the plurality ofwheel spokes are connected to the wheel rim, and a curved portion ofeach of the plurality of wheel spokes interface with curved spokepockets of the wheel hub.

In some embodiments, the curved spoke pockets are formed in externalside surfaces of the wheel hub.

In some embodiments, the curved portion of each of the plurality ofwheel spokes is positioned at a mid-point of each of the plurality ofwheel spokes.

In some embodiments, wherein an angle of the plurality of wheel spokesranges between about 20 degrees and about 60 degrees.

In some embodiments, a vertex of the angle is formed at the curvedportion of each of the plurality of wheel spokes.

In some embodiments, the angle of the plurality of wheel spokes is about40 degrees.

In some embodiments, the plurality of wheel spokes comprises a first setof wheel spokes and a second set of wheel spokes.

In some embodiments, first and second ends of the wheel spokes of thefirst and second sets are connected to the wheel rim, a curved portionof each of the wheel spokes of the first set interface with curved spokepockets on a first external side surface of the wheel hub, and a curvedportion of each of the wheel spokes of the second set interface withcurved spoke pockets on a second external side surface of the wheel hub.

In some embodiments, the wheel spokes of the first and second sets arealternately connected around an inner circumference of the wheel rim.

In some embodiments, the wheel hub further includes a removable batterycover.

In some embodiments, the wheel hub comprises a milled aluminum wheelhub.

In some embodiments, the wheel hub comprises a rotating unit and astatic unit.

In some embodiments, the rotating unit rotates in relation to the wheelrim.

In some embodiments, the plurality of wheel spokes are connected toexternal side surfaces of the rotating unit.

In some embodiments, a stator of the electric motor is secured to thestatic unit.

In some embodiments, a rotor of the electric motor is secured to therotating unit.

In another aspect, an electrically motorized bicycle wheel, comprises: awheel rim;

a wheel hub, including: an electric motor having a rotor and a stator; awheel hub gear system connected to one of the rotor and the stator; atorque sensing system; a battery pack; and a control unit configured tocontrol a drive torque of the electric motor; and a plurality of wheelspokes connecting the wheel rim to the wheel hub, wherein the electricmotor, the torque sensing system, the battery pack and the control unitare positioned within the wheel hub.

In some embodiments, the torque sensing system is constructed andarranged to measure a cyclist torque applied to the wheel hub gearsystem.

In some embodiments, the torque sensing system is constructed andarranged to measure a rotational velocity of the wheel hub gear system.

In some embodiments, the wheel hub gear system comprises an automaticshifting gear system.

In some embodiments, the automatic shifting gear system comprises a3-speed automatic shifting gear system.

In some embodiments, the wheel hub gear system comprises a manualshifting gear system.

In some embodiments, the wheel hub gear system is partially positionedwithin the wheel hub.

In some embodiments, the wheel hub gear system comprises at least onegear sprocket arranged to engage a bicycle chain.

In some embodiments, the torque sensing system comprises an inner sleevesecured to the wheel hub gear system.

In some embodiments, the inner sleeve is welded on to the wheel hub gearsystem.

In some embodiments, the inner sleeve rotates in relation with the wheelhub gear system.

In some embodiments, the torque sensing system further comprises anouter sleeve and a proximity sensor.

In some embodiments, when a torque is applied to one of the inner andouter sleeves, the inner sleeve rotates in a clockwise orcounterclockwise direction.

In some embodiments, the rotation of the inner sleeve causes a ramp ofthe inner sleeve to ride up or down a ramp of the outer sleeve.

In some embodiments, an interaction between the inner sleeve and theouter sleeve affect a lateral displacement of the inner sleeve withrespect to the outer sleeve.

In some embodiments, the cyclist torque is obtained from a lateraldisplacement between the inner sleeve and the outer sleeve.

In some embodiments, the proximity sensor determines a lateraldisplacement between the inner sleeve and the outer sleeve.

In some embodiments, the torque sensing system comprises an innersleeve, an outer sleeve and a displacement sensor.

In some embodiments, the displacement sensor comprises spring/elastomerand a pressure sensor.

In some embodiments, the spring/elastomer and the pressure sensor areprovided on the outer sleeve.

In some embodiments, the torque sensing system comprises an innersleeve, an outer sleeve and a velocity sensor, wherein the velocitysensor comprises a plurality of magnets provided in an alternatingconfiguration on an outer surface of the inner sleeve and a hall effectsensor.

In some embodiments, the outer sleeve comprises a spring/elastomermechanism, the spring/elastomer mechanism being provided in acylindrical housing of the outer sleeve, and configured to provide a gapregion so that a notch of the inner sleeve can be positioned in the gapregion.

In another aspect, an electrically motorized bicycle wheel, comprises: awheel rim; a wheel hub, including: an electric motor comprising a rotorand a stator; a wheel hub gear system connected to one of the rotor andthe stator; a battery pack; and a control unit configured to control adrive torque of the electric motor in response to a cyclist torqueapplied to the wheel hub gear system; and a plurality of wheel spokesconnecting the wheel rim to the wheel hub, wherein the electric motor,the battery pack and the control unit are positioned within the wheelhub.

In some embodiments, when a cyclist applies a positive torque to thewheel hub gear system via bicycle pedals, the control unit commands theelectric motor to supplement the positive torque applied by the cyclistby a predetermined amount.

In some embodiments, when a cyclist applies a negative torque to thewheel hub gear system via bicycle pedals, the control unit commands theelectric motor to generate a negative torque on the wheel hub gearsystem.

In some embodiments, the electric motor is configured as a generatorwhen generating the negative torque on the wheel hub gear system.

In some embodiments, energy generated by the electric motor whengenerating the negative torque is transferred to and stored in thebattery pack.

In some embodiments, the wheel hub gear system comprises an automaticshifting gear system.

In some embodiments, the automatic shifting gear system comprises a3-speed automatic shifting gear system.

In some embodiments, the wheel hub gear system comprises a manualshifting gear system.

In some embodiments, the wheel hub gear system is partially positionedwithin the wheel hub.

In some embodiments, the wheel hub gear system comprises at least onegear sprocket arranged to engage a bicycle chain.

In some embodiments, the control unit comprises at least oneenvironmental sensor system.

In some embodiments, the at least one environmental sensor systemcomprises at least one sensor system selected from the group consistingof: a gas analyzer, a particulate sensor, a temperature sensor, ahumidity sensor, and a noise sensor.

In some embodiments, the control unit is configured to collect and storeenvironmental sensor system data.

In some embodiments, the control unit further comprises atelecommunications system unit that can access mobile/cellular datanetworks.

In some embodiments, the control unit is further configured to transmitenvironmental sensor system data to one or more internet connectedsystem via the mobile/cellular data networks.

In some embodiments, the control unit comprises a global positioningsystem unit that can receive location and time data.

In another aspect, a method of fabricating a wheel spoke, comprises:clamping a spoke between a cylindrical roller and a clamping device; andbending the spoke at a mid-point around the cylindrical roller, whereinthe resulting bent spoke has an angle between about 20 degrees and about60 degree, a vertex of the angle being formed at the mid-point of thespoke.

In some embodiments, the cylindrical roller comprises a PVC pipe.

In some embodiments, the cylindrical roller comprises a metal pipe.

In some embodiments, the cylindrical roller comprises solid roller.

In some embodiments, the clamp comprises a screw clamp.

In some embodiments, the clamp comprises an industrial clip.

In some embodiments, the clamp comprises a pair of pliers.

In some embodiments, first and second ends of the spoke are threaded.

In another aspect, a wheel, comprises: a wheel rim; a wheel hubexclusive of a spoke flange; and a plurality of curved wheel spokes,threaded at both ends, connecting the wheel rim to the wheel hub.

In some embodiments, first and second ends of each of the plurality ofwheel spokes are connected to the wheel rim, and a curved portion ofeach of the plurality of wheel spokes interface with curved spokepockets of the wheel hub.

In some embodiments, the curved spoke pockets are formed in externalside surfaces of the wheel hub.

In some embodiments, the curved portion of each of the plurality ofwheel spokes is positioned at a mid-point of each of the plurality ofwheel spokes.

In some embodiments, an angle of the plurality of wheel spokes rangesbetween about 20 degrees and about 60 degrees.

In some embodiments, a vertex of the angle is formed at the curvedportion of each of the plurality of wheel spokes.

In some embodiments, the angle of the plurality of wheel spokes is about40 degrees.

In some embodiments, the plurality of wheel spokes comprises a first setof wheel spokes and a second set of wheel spokes.

In some embodiments, first and second ends of the wheel spokes of thefirst and second sets are connected to the wheel rim, a curved portionof each of the wheel spokes of the first set interface with curved spokepockets on a first external side surface of the wheel hub, and a curvedportion of each of the wheel spokes of the second set interface withcurved spoke pockets on a second external side surface of the wheel hub.

In some embodiments, the wheel spokes of the first and second sets arealternately connected around an inner circumference of the wheel rim.

In some embodiments, first and second ends of each of the plurality ofwheel spokes are connected to the wheel rim, and a curved portion ofeach of the plurality of wheel spokes interface with an enclosed channelprovided within an outer casing of the wheel hub.

In some embodiments, first and second ends of each of the plurality ofwheel spokes are connected to the wheel rim, and a curved portion ofeach of the plurality of wheel spokes interface with protrusions orhooks extending outward from an outer casing of the wheel hub.

In some embodiments, first and second ends of each of the plurality ofwheel spokes are connected to the wheel rim, and a curved portion ofeach of the plurality of wheel spokes interface with an external clapsof the wheel hub.

In some embodiments, the motorized hub unit is connected to the wheelrim via a plurality of wheel spokes.

In some embodiments, the wheel spokes are under one of tension andcompression.

In some embodiments, the motorized hub unit is connected to the wheelrim via a mesh material.

In some embodiments, the motorized hub unit is connected to the wheelrim via a disk.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and other objects, features and advantages of embodimentsof the present inventive concepts will be apparent from the moreparticular description of preferred embodiments, as illustrated in theaccompanying drawings in which like reference characters refer to thesame elements throughout the different views. The drawings are notnecessarily to scale, emphasis instead being placed upon illustratingthe principles of the preferred embodiments.

FIG. 1A is an exploded diagram of a hybrid sensor-enabled electricwheel, in accordance with embodiments of the present inventive concepts.

FIG. 1B is a perspective view of a hybrid sensor-enabled electric wheel,in accordance with embodiments of the present inventive concepts.

FIGS. 2A-2C are plan and section views of a hybrid sensor-enabledelectric wheel, in accordance with embodiments of the present inventiveconcepts.

FIG. 3A is plan view of a hybrid sensor-enabled electric wheel, inaccordance with embodiments of the present inventive concepts.

FIG. 3B is a cross-sectional view of the hybrid sensor-enabled electricwheel of FIG. 3A taken along lines A-A′, in accordance with embodimentsof the present inventive concepts.

FIG. 4A is a perspective view of a torque sensing system for hybridsensor-enabled electric wheels, in accordance with embodiments of thepresent inventive concepts.

FIG. 4B is a perspective view of a torque sensing system for hybridsensor-enabled electric wheels, in accordance with embodiments of thepresent inventive concepts.

FIG. 4C is a perspective view of a torque sensing system for hybridsensor-enabled electric wheels, in accordance with embodiments of thepresent inventive concepts.

FIG. 4D illustrates several views of a spring/elastomer mechanism of atorque sensing system for hybrid sensor-enabled electric wheels, inaccordance with embodiments of the present inventive concepts.

FIG. 5 is perspective view of a wheel spoke, in accordance withembodiments of the present inventive concepts.

FIGS. 6A-6C illustrate a method of manufacturing a wheel spoke, inaccordance with embodiments of the present inventive concepts.

FIGS. 7A-7E illustrate wheel spoke configurations, in accordance withembodiments of the present inventive concepts.

FIG. 8 is a block diagram of a control and sensor system and a motorcontroller for a hybrid sensor-enabled electric wheel, in accordancewith embodiments of the present inventive concepts.

FIGS. 9A and 9B are 3-dimensional graphs of urban data collected by ahybrid sensor-enabled electric wheel, in accordance with embodiments ofthe present inventive concepts.

FIGS. 10A-10C are illustrations of a hybrid sensor-enabled electricwheel installed on a bicycle, in accordance with embodiments of thepresent inventive concepts.

DETAILED DESCRIPTION OF EMBODIMENTS

The terminology used herein is for the purpose of describing particularembodiments and is not intended to be limiting of the inventiveconcepts. As used herein, the singular forms “a,” “an” and “the” areintended to include the plural forms as well, unless the context clearlyindicates otherwise. It will be further understood that the terms“comprises,” “comprising,” “includes” and/or “including,” when usedherein, specify the presence of stated features, integers, steps,operations, elements, and/or components, but do not preclude thepresence or addition of one or more other features, integers, steps,operations, elements, components, and/or groups thereof.

It will be understood that, although the terms first, second, third etc.may be used herein to describe various limitations, elements,components, regions, layers and/or sections, these limitations,elements, components, regions, layers and/or sections should not belimited by these terms. These terms are only used to distinguish onelimitation, element, component, region, layer or section from anotherlimitation, element, component, region, layer or section. Thus, a firstlimitation, element, component, region, layer or section discussed belowcould be termed a second limitation, element, component, region, layeror section without departing from the teachings of the presentapplication.

It will be further understood that when an element is referred to asbeing “on” or “connected” or “coupled” to another element, it can bedirectly on or above, or connected or coupled to, the other element orintervening elements can be present. In contrast, when an element isreferred to as being “directly on” or “directly connected” or “directlycoupled” to another element, there are no intervening elements present.Other words used to describe the relationship between elements should beinterpreted in a like fashion (e.g., “between” versus “directlybetween,” “adjacent” versus “directly adjacent,” etc.). When an elementis referred to herein as being “over” another element, it can be over orunder the other element, and either directly coupled to the otherelement, or intervening elements may be present, or the elements may bespaced apart by a void or gap.

FIG. 1A is an exploded diagram of a hybrid sensor-enabled electricwheel, and FIG. 1B is a perspective view of a hybrid sensor-enabledelectric wheel. The hybrid sensor-enabled electric wheel 100 cancomprise a tire 101, a wheel rim 102, a plurality of spokes 103, and awheel hub 104.

The wheel rim 102 is connected to the wheel hub 104 via the plurality ofspokes 103. In this exemplary embodiment, first and second ends of eachof the plurality of spokes 103 are connected to the wheel rim 102, andcurved portions 103 a of each of the plurality of spokes 103 interfacewith curved spoke pockets 105 of the wheel hub 104. In this manner, thecurved portions 103 a of the plurality of spokes 103 interface withexternal side surfaces of the wheel hub 104, thus connecting the wheelrim 102 to the wheel hub 104.

In one embodiment, the motorized hub unit is connected to the wheel rimvia a plurality of wheel spokes, and the wheel spokes can be under oneof tension and compression. In another embodiment, the motorized hubunit is connected to the wheel rim via a mesh material. In anotherembodiment, the motorized hub unit is connected to the wheel rim via adisk.

Although not shown, the wheel rim 102 and wheel hub 104 can alternatelybe connected according to conventional wheel spoking paradigms. Forexample, first ends of each of a plurality of spokes can be connected tothe wheel rim 102, and second ends of each of the plurality of spokescan be connected to the wheel hub 104. Such conventional spokingparadigms are well known in the art, and thus their further detaileddescription will be omitted.

Referring to FIGS. 1A and 1B, the wheel hub 104 can include a modularsystems package 110, a rotor 120, a stator 130, a mechanical drive unit190 that is coupled to and drives an inner wheel hub gear system 140, atorque sensing system 150, a motor casing 160, an optional removablebattery cover 170, an optional coaster brake 180 and a torque arm 186.With the exception of the torque arm 186 and sprocket portions, allmechanical and electrical components of the electric wheel 100 are bepackaged within the wheel hub 104. The modularity and electromechanicalpackaging of the hybrid sensor-enabled electric wheel 100 provides asystem that can be easily retrofitted into various types of two-wheeledbicycles and wheeled vehicles.

Referring to FIG. 3B, the wheel hub 104 can comprise an aluminum hub,and can include a rotating unit 104 r and a static unit 104 s. The wheelhub 104 can comprise various other materials, such as plastic materials,metal materials and graphite materials in addition to or instead ofaluminum. The spokes 103 can be connected to the external side surfacesof the rotating unit 104 r, which houses the rotor 120 and inner wheelhub gear system 140. The static unit 104 s houses the modular systemspackage 110, the stator 130 and the torque sensing system 150.

Referring back to FIGS. 1A and 1B, the modular system package 110 cancomprise a control unit 3000 including an optional telecommunicationsand global positioning system unit 111, a motor controller 112 and anoptional environmental sensor systems unit 115. The modular systempackage 110 can further comprise one or more batteries or energy storingdevices 113, 113 a-d. A removable battery cover 170 of the wheel hub 104can provide access to the one or more batteries or energy storingdevices 113, 113 a-d of the modular system package 110. The modularsystem package 110 is described in further detail below with regard toFIG. 2C.

Together, the rotor 120 and the stator 130 form the motor 135 of thehybrid sensor-enabled electric wheel 100. The motor 135 can comprise,for example, a frameless direct drive rotary motor such as the F and FHSeries Frameless DDR Servo Motors by Kollmorgen of Radford, Va., USA,which is now part of the Danaher Corporation of Washington D.C., USA. Inone embodiment, the motor 135 comprises a Kollmorgen F4309A-111frameless motor. However, other types of motors can be integrated withinthe hybrid sensor-enabled electric wheel 100 without departing from thespirit and scope of the present inventive concepts described herein.

The inner wheel hub gear system 140 can comprise automatic or manualshifting gears. With automatic shifting gears, the gear shifting iscontrolled based on a combination of a torque applied by the cyclist andmotor 135, and velocity of the wheel 100. In one embodiment, the innerwheel hub gear system comprises a Shimano Nexus 3-speed gear system withcoaster brake by Shimano of Osaka, Japan. However, other types of innerwheel hub gear systems can be integrated within the hybridsensor-enabled electric wheel 100 without departing from the spirit andscope of the present inventive concepts described herein.

The wheel hub 104 can further comprise a torque sensing system 150, amotor casing 160 and a coaster brake 180. In some embodiments,mechanical braking occurs through the coaster brake 180 and/or the innerwheel hub gear 140, and is controlled by the amount of negative torqueapplied to pedals by a cyclist. For example, a cyclist can activemechanical braking by back-pedaling.

In addition to mechanical braking, regenerative braking is available insome embodiments. Regenerative braking can also be activated in responseto the back-pedaling of a cyclist. For example, a torque and velocityapplied by a back-pedaling cyclist can be measured via the torquesensing system 150. In response to the measured torque and/or velocity,the control unit 3000 of the modular system package 110 can activateregenerative braking.

For example, when a cyclist back-pedals, regenerative braking controlledvia the control unit 3000 of the modular system package 110 isactivated. That is, the electric motor 135 of the wheel 100, acting as agenerator, generates a supplemental negative torque, and the energygenerated in response to the supplemental negative torque is transferredand stored in the one or more batteries or energy storing devices 113 ofthe wheel 100.

In some embodiments, mechanical braking occurring through the coasterbrake 180 and/or the inner wheel hub gear 140 is activated whenregenerative braking can not provide a sufficient amount of negativetorque. That is, as a cyclist applies a greater negative torque (i.e.,back-pedals harder), mechanical braking can be activated.

For example, as a cyclist back-pedals harder (i.e., applies a greaternegative torque) the mechanical braking is activated in addition to theregenerative braking. However, in some embodiments, regenerative brakingis deactivated in response to the activation of mechanical braking.

FIGS. 2A-2C are plan and section views of a hybrid sensor-enabledelectric wheel. The hybrid sensor-enabled electric wheel 100 can bemanufactured in various sizes such that the wheel 100 can be retrofittedinto various types of two-wheeled bicycles and other wheeled vehicles.FIG. 2A shows a first set of spokes 98 and a second set of spokes 96whose ends are alternately connected around an inner circumference ofthe wheel rim 103.

The hybrid sensor-enabled electric wheel 100 has an overall length(i.e., diameter) L1 along a vertical axis 200, which can range, in someembodiments, between about 200 millimeters and about 724 millimeters. Inone embodiment, the length L1 is about 642 millimeters±2 millimeters.The hybrid sensor-enabled electric wheel 100 has an overall width W1along a horizontal axis 201, which can range, in some embodiments,between about 90 millimeters and about 115 millimeters. In oneembodiment, the width W1 is about 115 millimeters±2 millimeters.

The wheel hub 104 of the hybrid sensor-enabled electric wheel 100 has anoverall length (i.e., diameter) L2 along the vertical axis 200, whichcan range, in some embodiments, between about 200 millimeters and about500 millimeters. In one embodiment, the length L2 is about 314.325millimeters±2 millimeters.

Referring to FIG. 2C, the wheel hub 104 can comprise the modular systemspackage 110, which can be packaged within the wheel hub 104 of thehybrid sensor-enabled electric wheel 100. As such, the modular systemspackage 110 can be protected from external environmental conditions bythe outer casing of the wheel hub 104. In some embodiments, a conformalcoating material is applied to the modular systems package 110 and/orits components to protect against environmental conditions, such asmoisture, dust, dirt and debris.

As described above, the modularity and electromechanical packaging ofcomponents and systems within the wheel hub 104 of the hybridsensor-enabled electric wheel 100 allows for the wheel 100 to be easilyretrofitted into various types of two-wheeled bicycles without requiringvarious types of wiring harnesses, cable ties, and external batterypacks secured to a frame of a bicycle.

The modular system package 110 can comprise an optionaltelecommunications and global positioning system unit 111, a motorcontroller 112, one or more batteries or energy storing devices 113, 113a-e, one or more control units 114 and an optional environmental sensorssystem 115.

The one or more control units 114 can comprise a micro-processing systemthat is configured to communicate with and control the motor controller112 (see for example, unit 811 of FIG. 8). The micro-processing systemof the one or more control units 114 can further be configured tocommunicate with and control the optional telecommunications and globalpositioning system unit 111.

The telecommunications and global positioning system unit 111 cancomprise a global positioning system (GPS) unit or other locationpositioning technology that can provide location and time data, and atelecommunications system unit that can provide access tomobile/cellular data networks (see for example, unit 815 of FIG. 8). Inone embodiment, the telecommunications system unit comprises a generalpacket radio service (GPRS) unit or other wireless technology that canprovide access to 2G and 3G cellular communications systems or othermodes of wireless communications. However, the telecommunications systemunit can comprise various other types of 2G, 3G and 4Gtelecommunications systems. In some embodiments, the telecommunicationsand global positioning system unit 111 is integrated within the one ormore control units 114.

The motor controller 112 can comprise a 3-phase brushless DC motordriver that generates 3 phases of drive current based on the rotor 120position/orientation (see for example, units 804, 804 a, 804 b of FIG.8). The motor controller 112 can determine the rotorposition/orientation/velocity using hall effect sensors, rotary positionsensors, or by measuring the back EMF in undriven coils. In otherembodiments, the motor controller 112 can comprise a motor driverassociated with the specific type of motor 135 integrated within thewheel 100.

The one or more batteries or energy storing devices 113, 113 a-e cancomprise one or more rechargeable batteries, one or more bulkcapacitors, or a combination thereof. The one or more batteries 113, 113a-e can be configured as a single, removable battery pack.

In one embodiment, the batteries 113 comprise 18 Superior LithiumPolymer Batteries (SLPB 486495) by Kokam Engineering Co., LTD ofGyeonggi-do, Republic of Korea. In this embodiment, each of the 18Superior Lithium Polymer Batteries (SLPB 486495) has a nominal voltageof 3.7 volts and a capacity of 3 amp-hours; the battery system isconfigured to have a voltage of 22.2 volts and a capacity of 9amp-hours, and weighs about 1.062 kilograms. As such, the battery systemis configured with 3 parallel-connected sets of 6 series-connectedbatteries. In some embodiments, the batteries are stationary within thewheel hub 104.

The environmental sensors system 115 can comprise a gas analyzer capableof measuring at least one of CO, CO₂, NOx, O₂ and O₃ content and/orparticulate sensor for measuring large and small air particulates. Theenvironmental sensors 115 can comprise a temperature and humidity sensorfor measuring ambient temperature and relative humidity. Theenvironmental sensors 115 can comprise a noise sensor for measuringenvironmental noise pollution.

FIG. 3A is plan view of a hybrid sensor-enabled electric wheel, and FIG.3B is a cross-sectional view of the hybrid sensor-enabled electric wheelof FIG. 3A taken along lines A-A′.

As described above, the wheel hub 104 can include a rotating unit 104 rand a static unit 104 s. The spokes 103 can be connected to the externalside surfaces of the rotating unit 104 r, which houses the rotor 120 andinner wheel hub gear system 140. The static unit 104 s houses themodular systems package 110, the stator 130 and the torque sensingsystem 150.

In this illustrative example, the batteries 113 are positionedconcentrically within the wheel hub 104 with respect to the horizontalaxis 201. As such, the batteries 113 are positioned within the wheel hub104 so as to reduce the bulk of the wheel hub casing.

FIG. 4A is a perspective view of a torque sensing system for hybridsensor-enabled electric wheels. The torque sensing system 150 cancomprise an inner sleeve 1501, an outer sleeve 1502 and a proximitysensor 1504. The inner and outer sleeves 1501, 1502 comprise opposingramps 1503, 1503 a-b, which can affect a lateral displacement LD betweenthe inner sleeve 1501 and the outer sleeve 1502.

For example, when a torque is applied to one of the inner and outersleeves 1501, 1502, the inner sleeve 1501 can rotate R in a clockwise orcounterclockwise direction with respect to the outer sleeve 1502. Therotation R of the inner sleeve 1501 causes the ramp 1503 a of the innersleeve 1501 to ride up or down the ramp 1503 b of the outer sleeve 1502.Accordingly, the rotation R of the inner sleeve 1501 can affect thelateral displacement LD between the inner sleeve 1501 and the outersleeve 1502. That is, as the ramp 1503 a of the inner sleeve 1501 ridesup the ramp 1503 b of the outer sleeve 1502, the lateral displacement LDbetween the inner and outer sleeves 1501, 1502 increases, and as theramp 1503 a of the inner sleeve 1501 rides down the ramp 1503 b of theouter sleeve 1502, the lateral displacement LD between the inner andouter sleeves 1501, 1502 decreases.

A proximity sensor 1504 can be provided on the inner or outer sleeve1501, 1502 so that the lateral displacement LD between the inner andouter sleeve 1501, 1502 can be measured. A proximity sensor 1504 isshown provided on a surface of the outer sleeve 1502.

The inner sleeve 1501 can be provided with a notch 1505 that caninterface with a spring/elastomer mechanism 1510 (shown and describedbelow in detail in connection with FIG. 4D). The spring/elastomermechanism 1510 applies a known force (i.e., by way of a known springconstant) on the inner sleeve 1501 via the notch 1505 of the innersleeve 1501.

Accordingly, a torque applied to one of the inner and outer sleeves1501, 1502 can be calculated from a combination of a measured lateraldisplacement LD and a known force applied to the notch of the innersleeve 1501.

FIG. 4B is a perspective view of a torque sensing system for hybridsensor-enabled electric wheels. Elements having the same functions asthose described above are indicated by like reference identifiers, andthus their detailed description will not be repeated.

The torque sensing system 150 illustrated in FIG. 4B operates in asimilar manner as the torque sensing system 150 illustrated in FIG. 4A;however, the proximity sensor 1504 of the torque sensing system 150illustrated in FIG. 4A is replaced with a displacement sensor 1506comprising a spring/elastomer 1506 a and pressure sensor 1506 b, orother technologies for measuring distance such as resistive, capacitive,or other types of distance measurement technologies.

FIG. 4C is a perspective view of a torque sensing system for hybridsensor-enabled electric wheels. Elements having the same functions asthose described above are indicated by like reference identifiers, andthus their detailed description will not be repeated.

The torque sensing systems 150 described throughout the application canfurther comprise a velocity sensing system including one or more halleffect sensors 1507 and a plurality of magnets 1508. In one embodiment,the magnets 1508 are provided in an alternating configuration on anouter surface of the inner sleeve 1501, and spaced apart by apredetermined distance dl. That is, the magnets 1508 provided on theouter surface of the inner sleeve alternate magnetic poles (e.g.,N-S-N-S-N-S). In this manner, a velocity measurement can be calculatedbased on a time-distance relationship.

FIG. 4D illustrates several views of a spring/elastomer mechanism of atorque sensing system for hybrid sensor-enabled electric wheels.Elements having the same functions as those described above areindicated by like reference identifiers, and thus their detaileddescription will not be repeated.

A spring/elastomer mechanism 1510 of a torque sensing system 150 cancomprise first and second springs/elastomers 1511 and optional pressuresensors 1513. The first and springs/elastomers 1511 are provided in acylindrical housing 1514 of the outer sleeve 1502, and are configured toprovide a gap region 1512 so that the notch of 1505 of the inner sleeve1501 can provided in the gap region 1512. As described above, thespring/elastomer mechanism 1510 can apply a known force (i.e., by way ofa known spring constant) on the inner sleeve 1501 via the notch 1505.

Referring to FIGS. 1A-4D, the hybrid sensor-enabled and autonomouselectric wheel 100 can be fully controlled via bicycle pedals by sensinga torque that is applied by a cyclist. For example, when a cyclistapplies a positive torque to the inner wheel hub gear system 140 viabicycle pedals, the hybrid sensor-enabled and autonomous electric wheel100 supplements the positive torque applied by the cyclist by apredetermined amount. That is, for example, the electric motor 135 ofthe wheel 100 provides a predetermined amount of positive torque. Inanother example, when a cyclist applies negative torque (e.g., activatesa pedal brake, back-pedals) the hybrid sensor-enabled and autonomouselectric wheel 100 supplements the negative torque applied by thecyclist. That is, for example, the electric motor 135 of the wheel 100generates a supplemental negative torque. In some embodiments, theenergy generated by the supplemental negative torque is transferredand/or stored in one or more batteries or energy storing devices 113 ofthe wheel 100.

In some embodiments, a smartphone, such as the smartphone illustrated inFIG. 10C, can be configured to communicate with the motor controller 112or the one or more control units 114 of the hybrid sensor-enabled andautonomous electric wheel 100 via Bluetooth, or other wireless protocol.The smartphone can be configured to access, receive and display varioustypes of data collected by sensors of the wheel, and can configure thedata collection processes. For example, the smartphone can configure theone or more control units 114 and sensor systems of the wheel 100 tocollect various types of environmental and location data.

The smartphone can also be configured to control operational modes ofthe hybrid sensor-enabled and autonomous electric wheel 100. Forexample, a cyclist can configure the wheel 100, via the smartphone, tooperate in an energy regeneration mode or exercise mode such that anelectric motor 135 of the wheel 100 generates and transfers electricalenergy to the one or more batteries or energy storing devices 113 of thewheel 100 while the cyclist is pedaling.

Although a smartphone is described above, various other types ofwireless electronic devices such as tablet computers, netbooks andlaptops or other wireless control units can be configured to communicatewith the motor controller 112 or the one or more control units 114 or115 of the hybrid sensor-enabled and autonomous electric wheel 100. Inanother embodiment, a cable connected lever, such as a hand operatedhandle bar lever, can be connected to the motor controller 112 so as tocontrol one of a drive torque or braking torque of the motor.

In one embodiment, a toque sensing system also comprises a circularpressure sensor or a plurality of point-like pressure sensors placedbetween the sprocket and the shaft that runs across the hub, coveringthe area of contact between the sprocket and the shaft. Pressuremeasurements sample the linear force applied horizontally, in thedirection of movement, which is converted to a measure of toque.

In one embodiment, a toque sensing system also comprises a lineartension sensor placed lengthwise inside the shaft that runs across thehub to measure the bending of the shaft which occurs while torque isapplied on the sprocket. Tension measurements sample a fraction of thelinear force applied horizontally, in the direction of movement, whichis converted to a measure of toque. A capacitive as well as resistivesensor can be used for acquiring the same measurement and placed insidethe shaft.

FIG. 5 is a perspective view of a wheel spoke.

As described above with reference to FIG. 1A, the wheel rim 102 isconnected to the wheel hub 104 via a plurality of spokes 103. First andsecond ends 103 b, 103 c of each of the plurality of spokes 103 areconnected to the wheel rim 102, and curved portions 103 a of each of theplurality of spokes 103 interface with curved spoke pockets 105 of thewheel hub 104. In this manner, the curved portions 103 a of theplurality of spokes 103 interface with external surfaces of the wheelhub 104, thus connecting the wheel rim 102 to the wheel hub 104. The rimcan also connect to the hub by a plurality of linear spokes thatinterface with the surface of the hub either through a hole or by ahook, rather than a standard flange.

Referring to FIG. 5, the spokes 103 have a length L4, which can range,in some embodiments, between about 100 millimeters and about 600millimeters. In one embodiment, the length L4 is about 341 millimeters±2millimeters. The spokes 103 have a diameter D1, which can range, in someembodiments, between about 1 millimeters and about 5 millimeters. In oneembodiment, the diameter D1 is about 2 millimeters±0.25 millimeters.

In some embodiments, first and second ends 103 b, 103 c of the spokes103 can be threaded. The threaded portion of the spokes 103 can have apitch P1, which can range, in some embodiments, between about 0.25millimeters and about 0.45 millimeters. In one embodiment, the pitch P1is about 0.45 millimeters±0.2 millimeters. In addition, the threadedportion of the spokes can have a threads per inch (tpi) count T1, whichcan range, between about 22 tpi and about 62 tpi. In one embodiment, thetpi count can be about 56 tpi±5 tpi. In some embodiments, the tpi countcan be a standard nipple thread count associated with bicycle rims orother wheeled vehicles.

Generally, the spoke count ‘n’, length L4, diameter D1, pitch P1 and tpicount T1 is determined by the size of the wheel 100 and its application.In one embodiment, the wheel rim 102 is connected to the wheel hub 104via 18 bent wire spokes 103 (see for example FIG. 7A). However, in otherembodiments the number of bent wire spokes 103 can range between about12 and about 20. In some embodiments, the wheel rim 102 comprises a 700c wheel rim, and the 18 bent wire spokes 103 are threaded into 36nipples on the wheel rim 102. However, the spoking concept describedherein with reference to at least FIGS. 5, 6A-6C and 7 can be adaptedand modified for any size wheel rim 102 by a skilled artisan after afull and complete disclosure of the present application.

FIGS. 6A-6C illustrate a method of manufacturing a wheel spoke. AlthoughFIGS. 6A-6C disclose a manual method of manufacturing bent wire spokes103, one skilled in the art would readily understand that the bent wirespokes 103 described herein can be manufactured according to automatedprocesses after a full and complete disclosure of the presentapplication.

Referring to FIG. 6A, a spoke 103 is clamped between a cylindricalroller 601 and a clamping device 602. The cylindrical roller 601 cancomprise a pipe, such as a PVC or metal pipe, or a solid roller. Theclamping device 602 can comprise a screw clamp, industrial clip, orpliers.

Referring to FIG. 6B, the spokes are bent at a mid-point MP to create acurvature corresponding to the outer curvature of the cylindrical roller601. In one embodiment, the spokes are bent at the mid-point MP with acurvature ranging between about 15 millimeters to about 20 millimeters.

Referring to FIG. 6C, the resulting bent wire spoke can have a finalangle Θ, which can range, in some embodiments, between about 20 degreesand about 60 degrees. This spoking mechanism removes the need for aflange on the hub, allows a seamless connection between the spoke andthe exterior of the hub and provides a faster spoking method whenattaching or removing the hub to or from the wheel. In one embodiment,the final angle Θ is about 40 degrees±5 degrees.

In addition to the above method of manufacturing wheel spokes, the wheelspokes 103 described herein can be manufactured according to variousother methods, such as forming and forging methods, molding methods andinjection methods.

FIGS. 7A-7E illustrate wheel spoke configurations. The illustrated wheelspoke configuration comprises a first set of bent wire wheel spokes 103(e.g., 1 a, 2 a, 3 a, 4 a, 5 a, 6 a, 7 a, 8 a, 9 a) and a second set ofbent wire wheel spokes 103 (e.g., 1 b, 2 b, 3 b, 4 b, 5 b, 6 b, 7 b, 8b, 9 b) that alternately interface with first and second sides 104 a,104 b of wheel hub 104. That is, curved portions 103 a of each of thebent wire wheel spokes 103 of the first set (e.g., 1 a, 2 a, 3 a, 4 a, 5a, 6 a, 7 a, 8 a, 9 a) interface with corresponding curved pockets 2000on the first side 104 a of the wheel hub 104, and curved portions 103 aof each of the bent wire wheel spokes 103 of the second set (e.g., 1 b,2 b, 3 b, 4 b, 5 b, 6 b, 7 b, 8 b, 9 b) interface with correspondingcurved pockets 2000 on the second side 104 b of the wheel hub 104.Further, in this illustrated configuration, the bent wire wheel spokes103 are alternately arranged around the inner circumference of the wheelrim 102 such that bent wire wheel spokes 103 of the first and secondsets alternate (e.g., 1 a, 1 b, 2 a, 2 b, 3 a, 3 b, 4 a, 4 b, 5 a, 5 b,6 a, 6 b, 7 a, 7 b, 8 a, 8 b, 9 a, 9 b).

Referring to FIGS. 7A and 7B, in some embodiments, the curved portions103 a of the bent spokes 103 can interface with curved spoke pockets2000 provided on sides of the wheel hub 104. The curved spoke pockets2000 can be provided as indentations within the outer casing of thewheel hub 104.

Referring to FIG. 7C, in some embodiments, the curved portions 103 a ofthe bent spokes can interface with an enclosed channel provided withinthe outer casing of the wheel hub 104. As such, wire or rope wheelspokes 103 can be threaded through the enclosed channel 2001.

Referring to FIG. 7D, in some embodiments, the curved portions 103 a ofthe bent spokes can interface with hooks or protrusions 2002 provided onsides of the wheel hub 104.

Referring to FIG. 7E, in some embodiments, the curved portions 103 a ofthe bent spokes can interface with an external clasp 2003 provided onthe outer casing of the wheel hub 104.

Although the illustrated wheel spoke configuration of FIG. 7A comprises18 bent wire wheel spokes 103, the spoking concept described herein canbe adapted and modified for to include any number ‘n’ of bent wire wheelspokes by a skilled artisan after a full and complete disclosure of thepresent application. In addition, the wheel spokes may comprise of othermaterials, including, but not limited to wire rope, or mesh. Moreover,the wheel spoking configuration described herein can be adapted andmodified for any type of vehicle wheel (e.g., automobile, motorcycle,scooter, ext. . . . ) by a skilled artisan after a full and completedisclosure of the present application.

FIG. 8 is a block diagram of a control and sensor system and a motorcontroller for a hybrid sensor-enabled electric wheel.

The control unit 114 can comprise a micro-processing system 811, anoptional Bluetooth communications unit 810, an accelerometer 813, atelecommunications and global positioning system unit 815 and aplurality of environmental sensors 816, 817, 821, 822.

The micro-processing system 811 can be configured to communicate withand control the motor controller 112, and can comprise a debug serialport 814 and a PGM port 812. In this exemplary embodiment, theinput/output lines of the micro-processing system 811 are connected tothe output/input lines of the micro-processing system 801 of the motorcontroller 112, respectively. In some embodiments, the connectionbetween the micro-processing system 811 of the control unit 114 and themicro-processing system 801 of the motor controller 112 can be isolated.

The environmental sensor 816 can comprise a gas analyzer capable ofmeasuring at least one of CO, NOx, O₂ and O₃ content. The environmentalsensor 817 can comprise a particulate sensor for measuring large andsmall air particulates. The environmental sensor 821 can comprise atemperature and humidity sensor for measuring ambient temperature andrelative humidity. The environmental sensor 822 can comprise a noisesensor for measuring environmental noise pollution.

The telecommunications and global positioning system unit 815 cancomprise a global positioning system (GPS) unit that can providelocation and time data, and a telecommunications system unit that canprovide access to mobile/cellular data networks. In one embodiment, thetelecommunications system unit comprises a general packet radio service(GPRS) unit that can provide access to 2G and 3G cellular communicationssystems. However, the telecommunications system unit can comprisevarious other types of 2G, 3G and 4G telecommunications systems.

The motor controller 112 can comprise a micro-processing system 801, anoptional Bluetooth communications unit 810, a power supply 805, a3-phase brushless DC motor driver 804 and a piezo alarm buzzer.

The 3-phase brushless DC motor driver 804 generates 3 phases of drivecurrent 804 a based on the rotor 120 position/orientation in response todrive signals output by the micro-processing system 801. The motorcontroller 112 can determine the rotor position/orientation using halleffect sensors 804 b, rotary position sensors, or by measuring the backEMF in undriven coils. In other embodiments, the motor controller 112can comprise a motor driver associated with the specific type of motor135 integrated within the wheel 100.

In some embodiments, the hybrid sensor-enabled electric wheel systems112, 114 can be configured and/or controlled via a wireless controlsystem 5000. The wireless control system can comprise a micro-processingsystem 823, a low battery light 824, an display 825, a mode selectorbutton 826, a Bluetooth communications unit 810 and a Bluetoothconnection light 827.

The wireless control system 5000 can be configured to wirelesslycommunicate with the systems 112, 114 via the Bluetooth communicationsunit 810 or other wireless communication protocol device. The wirelesscontrol system 5000 is provided with a Bluetooth connection light 827,which can indicate a connection status with the systems 112, 114 of thewheel 100.

The wireless control system 5000 can be configured to access, receiveand display various types of data collected by sensors of the wheel, andcan configure the data collection processes. For example, the wirelesscontrol system 5000 can configure the control unit 114 and sensorsystems of the wheel 100 to collect various types of environmental andlocation data.

The wireless control system 5000 can also be configured to controloperational modes of the hybrid sensor-enabled and autonomous electricwheel 100. For example, a cyclist can configure the wheel 100, via thewireless control system 5000, to operate in an energy regeneration modeor exercise mode such that an electric motor 135 of the wheel 100generates and transfers electrical energy to the one or more batteriesor energy storing devices 113 of the wheel 100 while the cyclist ispedaling.

FIGS. 9A and 9B are 3-dimensional graphs of urban data collected by ahybrid sensor-enabled electric wheel.

As a cyclist rides, a global positioning system (GPS) unit and one ormore sensing units 115 of the hybrid sensor-enabled and autonomouselectric wheel 100 capture information about a cyclist's personal ridinghabits including location and time data, and caloric loss data, as wellas environmental information including carbon monoxide data, NOx data,noise data, ambient temperature data and relative humidity data.

In some embodiments, the cyclist can access this data through asmartphone, or via the internet, which can help a cyclist plan healthierbike routes, achieve exercise goals, or to meet up with friends on thego. The cyclist can also share collected data with friends, throughonline social networks, or with researchers through online datacollection warehouses.

Data collected from the plurality of sensors in 115 can be analyzed andthe results can be made available to the cyclist via an Internetapplication. The collected data can also be made available to a cyclistin real time via a smartphone wirelessly connected to the wheel 100.

Cyclists who wish to can share the data they are collecting with a citybike system. The city bike system and applications can provide citieswith the ability to query the aggregated data that is collected bycyclists, which can be used in planning and design decision-makingprocesses.

The data collected by the wheel can be used in combination with caloricloss data and torque information to provide cyclists with statisticaland real-time information about their physical performance while riding.

Information about cyclist routes can be analyzed to produce informationabout the cyclists' environmental impact including: a comparison betweentravel with different modes of transportation (car, motorbike, bike,walk, etc,).

A Green Mileage Scheme can provide an incentive for cyclists to usetheir bike more. It can allow cyclists to collect the number of ‘greenmiles’ they cycle, to compete with friends or to exchange miles forgoods and services in the city.

A Real-Time Delivery Service community can be created using the richdata collection features of the wheel 100. The service can exploit theuntapped freight capacity of cyclists for delivering goods within acity. Members of the community can contact other members via textmessage or an alert on via a smartphone and offer incentives fordelivering goods to their final destination.

Referring to FIG. 9A, the data collected from sensors on the bike cangenerate detailed analyses of temporal environmental phenomena incities. This can include CO levels (901); NOx levels (902); noise levels(903); and traffic patterns and congestion (904). This information canbe overlaid on existing street patterns, land use maps (905) and openspace maps (906) to create a tool cities and individuals can use, forexample, to monitor environmental conditions; for future environmentaland traffic policy decisions; real time traffic analysis; the study ofphenomena like urban heat islands, noise and environmental pollution;and when planning the least polluted routes through cities. Referring toFIG. 9B, detailed 3D maps of environmental pollutants in cities can begenerated through the data collected on the bikes. These maps that canbe accessed through mobile devices or a standard webpage and can providean overview of environmental conditions in real time, as well ashistorical data detailing past conditions or predictions of futureconditions. In this way, they can be seen as a tool for planning newroutes in cities as well as analyzing future and past conditions.

FIGS. 10A-10B are drawings and an image of a hybrid sensor-enabledelectric wheel installed on a bicycle. After the wheel 100 is secured tothe frame 1000 of the bicycle using a mechanical coupling mechanism1005, which may be a shaft, the torque arm 186 is attached to the frame1000 and a bicycle chain 1002 is installed. The bicycle chain 1002 isconnected to a pedal sprocket 1001 of the mechanical drive unit 190 thatdrives the inner wheel hub gear system 140 of the wheel 100. Themechanical drive unit may include a sprocket or gears. In this manner, acyclist can apply positive or negative torque to the inner wheel hubgear system 140 via the bicycle pedals 1003, pedal sprocket 1001 andbike chain 1002.

Referring to FIG. 10C, a smartphone is shown secured to a handlebar of atwo-wheeled bicycle. The smartphone 1050 (optional) can be secured tothe handlebar 1051 of the bicycle via a handlebar control unit 1052.

The smartphone 1050 can be configured to wirelessly communicate with thehybrid sensor-enabled and autonomous electric wheel 100 via Bluetooth,or other wireless protocol, and can configure operating modes of thewheel 100 and/or access and receive various types of data collected bysensors of the wheel 100.

In some embodiments, a cyclist can configure the wheel 100 to operate inat least one of the following operational modes:

OFF MODE: The motor 135 of the wheel 100 is deactivated (i.e., off), andthe bike can be pedaled and ridden normally. In this mode, regenerativebraking, mechanical braking and gear changes are enabled.

PEDAL ASSIST 1/2/3: The motor 135 of the wheel 100 is activated (i.e.,enabled) and supplies a predetermined magnitude of torque. In someembodiments, the motor 135 multiples the cyclist torque by x1, x1.5 orx2.

EXERCISE 1/2/3: The motor 135 of the wheel 100 is configured as agenerator, and the one or more batteries or charge storage devices 113are charged by the cyclist. In one embodiment, there are three differentmodes for exercise in this setting: easy, medium and hard.

SMOOTH ZERO EMISSION: In Zero Emission mode the bike uses the energythat is collected while braking (regenerative braking) to make the ridesmoother for the cyclist. For example, energy collected while goingdownhill is released when going uphill. The amount of energy released iscalculated so that the total balance is zero. Accordingly, a smootherride can be achieved without the need of energy supplementation from thegrid to charge the batteries.

The hybrid sensor-enabled and autonomous electric wheel 100 can comprisea battery management system, which the smartphone can be configured towirelessly communicate with via Bluetooth, or other wireless protocol.The battery management system can communicate to the smartphone 1050 thebattery charge level of the one or more batteries or charge storagedevices 113 of the wheel 100.

The smartphone 1050 can further activate or deactivate an integratedlocking and alarm system of the wheel 100. The integrated locking andalarm system can be activated wirelessly via the smartphone 1050 or canbe armed with a key switch on the hub.

When locked, the control unit 114 of the wheel 100 can configure themotor drive 804 of the motor controller 112 to enter a high-impedancestate thereby preventing axial rotation AR of the wheel 100. Inaddition, the alarm system can be configured to detect undesiredmovement of the wheel 100 via the accelerometer 813 of the control unit114. When undesired movement is detected an audible alarm can sound.Further, the control unit 114 can be configured to report GPScoordinates and a time stamp when the alarm is triggered. In someembodiments, the control unit 114 can report the GPS coordinates andtime stamp by sending an electronic message, such as an email message ortxt message, via the control units 114 telecommunications system unit.

While the present inventive concepts have been particularly shown anddescribed above with reference to exemplary embodiments thereof, it willbe understood by those of ordinary skill in the art, that variouschanges in form and detail can be made without departing from the spiritand scope of the present inventive concepts described above and definedby the following claims.

What is claimed is:
 1. A method for wirelessly communicating withvehicle adapted to be at least partially powered by a human, the methodcomprising: transmitting data from a device remote from the vehicle andconfigured to communicate with the vehicle; receiving the data at thevehicle; and configuring a parameter of the vehicle based on the data.2. The method as recited in claim 1, wherein the device is a portablewireless device associated with a user of the vehicle.
 3. The method asrecited in claim 2, further comprising communicating the data from thewireless device via a cellular data network.
 4. The method as recited inclaim 2, further comprising transmitting the data from an online datacollection warehouse to the device remote from the vehicle.
 5. Themethod as recited in claim 1, further comprising communicating the datafrom the device to a third party.
 6. The method as recited in claim 1,wherein the device is an online data collection warehouse.